JP2010151122A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle, capable of preventing deterioration of fuel economy. <P>SOLUTION: When a temperature Tc of cooling water is Tc1 or higher (Yes at step S12), an alcohol concentration Ca is Ca1 or higher (Yes at step S14) and unless the rotational frequency Ne of an engine and load L are at a low pressure feeding area for an alcohol fuel (No at step S17), it is fed to an oil feeding device 50 in the high pressure feeding state (step S23), and if they are at a low pressure feeding area (Yes at step S17), it is fed in the low pressure feeding state (step S18). When the alcohol concentration Ca is smaller than Ca1 (No at step S14) and unless the rotational frequency Ne of the engine and the load L are at the low pressure feeding area for a gasoline fuel (No at step S21), it is fed to the oil feeding device 50 in the high pressure feeding state (step S23), and if they are at the low pressure feeding area (Yes at step S21), it is fed in the low pressure feeding state (step S22). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that supplies oil to an internal combustion engine.

  Generally, an engine as an internal combustion engine outputs power by burning fuel in a cylinder and reciprocating a piston housed in the cylinder. Since the piston reciprocates in the high-temperature cylinder, the fatigue of the piston due to an increase in thermal load and the wear of the cylinder and the piston due to friction with the inner wall surface of the cylinder occur.

  Therefore, the engine is provided with an oil pump that supplies oil as lubricating oil to the piston and other lubricating portions. With the oil supplied by the oil pump, the piston is cooled to reduce the heat load, and the oil acts as a lubricating oil, so that wear of the cylinder and the piston is suppressed.

  Here, since the conventional oil pump is directly or indirectly connected to the output shaft of the engine, the oil is supplied to the piston or the like in the cylinder at a pressure proportional to the engine speed. The pressure could not be changed arbitrarily.

  On the other hand, the amount of oil required for cooling the piston and reducing wear varies depending on the load and temperature of the engine. Therefore, the amount of oil required is small in a low temperature state such as immediately after the engine is started. In such a case, if high pressure oil is supplied by a conventional oil pump, the oil whose viscosity is increased due to low temperature becomes resistance to the reciprocating motion of the piston, and the fuel consumption increases. There was a problem that.

  Therefore, in order to solve the conventional problems as described above, there has been proposed one that controls the hydraulic pressure supplied to the piston and other lubricating parts based on the engine output and the oil temperature (see, for example, Patent Document 1). ).

  The vehicle control device described in Patent Document 1 classifies the engine control mode into a first operation mode, a second operation mode, and a third operation mode based on the engine output and the oil temperature, Oil is supplied to the piston and other lubrication parts at a pressure corresponding to the classified operation mode. The first operation mode is an operation mode when the oil temperature is lower than a predetermined value, and the second operation mode is a case where the oil temperature is equal to or higher than the predetermined value and the engine output is smaller than the predetermined value. The third operation mode is an operation mode when the oil temperature is equal to or higher than a predetermined value and the engine output is equal to or higher than a predetermined value.

  According to the conventional vehicle control device described in Patent Document 1, the hydraulic pressure supplied into the cylinder by the oil pump can be controlled according to the operation mode classified based on the engine output and the oil temperature. Therefore, oil can be supplied to the piston or the like without waste at an appropriate pressure corresponding to the engine output and the oil temperature.

  As a result, when the engine temperature is low and the thermal load on the piston is small, such as immediately after starting the engine, oil can be supplied to the piston or the like at a low pressure. This prevents oil with high viscosity due to low temperature from being supplied at high pressure, so that high-viscosity oil acts as a resistance to reciprocation of the piston, increasing the engine load and deteriorating fuel consumption. Can be prevented.

  On the other hand, in recent years, in response to changes in the supply situation of fossil fuels such as gasoline, use of alcohol fuel extracted from sugarcane, wood, etc. has been promoted. Against this backdrop, the development of a flexible fuel vehicle (FFV) that can run with any mixture ratio of gasoline and alcohol from 100% gasoline to 100% alcohol. Is underway.

  The oil pump is generally known to be directly or indirectly connected to the output shaft of the engine. For this reason, it is known that when the load on the oil pump increases, the load on the engine also increases and fuel consumption deteriorates.

JP 2007-40148 A

  However, the conventional vehicle control device does not consider the control of the oil pump in accordance with the fuel composition, and even when a fuel with a small piston thermal load is used, each lubrication section has a high pressure. There was a risk of supplying oil.

  That is, alcohol has a smaller calorific value than gasoline, and therefore generates more fuel than gasoline, in order to generate the same amount of heat as gasoline. Also, alcohol has a higher heat of vaporization than gasoline. Therefore, when the alcohol concentration of the fuel used for FFV is a predetermined value or more, the thermal load on the piston is reduced. In addition, since alcohol has a higher octane number than gasoline and is unlikely to knock, the possibility of applying a large heat load to the piston is low.

  In this regard, in the conventional vehicle control device, the oil pump control according to the fuel type is not taken into consideration. Therefore, even if the thermal load of the piston can be reduced by using alcohol fuel in the FFV, the piston Since the oil is supplied at a high pressure, the load on the oil pump is unnecessarily increased and the load on the engine is increased, which may unnecessarily deteriorate the fuel consumption.

  The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide a vehicle control device that can prevent deterioration in fuel consumption.

  In order to solve the above-described problems, a vehicle control apparatus according to the present invention provides (1) a vehicle control apparatus that supplies oil to an internal combustion engine that can use fuels having different compositions. Oil supply means for supplying oil in at least one of two supply states, a low pressure supply state for supplying oil at low pressure and a high pressure supply state for supplying oil at high pressure, and the internal combustion engine Alcohol concentration detection means for detecting the alcohol concentration of the supplied fuel, rotation speed detection means for detecting the rotation speed of the output shaft of the internal combustion engine, load detection means for detecting the load of the internal combustion engine, and the oil supply An alcohol concentration low pressure supply map representing a low pressure supply range corresponding to the low pressure supply state of the means with respect to the rotation speed and the load according to the alcohol concentration; Whether the rotation speed detected by the rotation speed detection means and the load detected by the load detection means are within a low pressure supply range according to the alcohol concentration detected by the alcohol concentration detection means, The alcohol concentration determined based on the low pressure supply map, the low pressure supply determination means, the rotation speed detected by the rotation speed detection means, and the load detected by the load detection means are the alcohol concentrations detected by the alcohol concentration detection means. Oil supply control means for causing the oil supply means to supply oil in the low-pressure supply state when the alcohol concentration low-pressure supply determination means determines that it is in the low-pressure supply range according to It has the composition which became.

  With this configuration, the oil supply control means has the detected rotation speed and the detected load in the low pressure supply range in the alcohol concentration low pressure supply map in each of the case of alcohol fuel and normal gasoline fuel. In this case, the oil can be supplied to the oil supply means in a low pressure supply state. Thereby, since the low pressure supply range can be made different between the case where the fuel is alcohol fuel and the case where the fuel is gasoline fuel, in a vehicle in which alcohol fuel and gasoline fuel can be used, such as FFV, A low-pressure supply range can be set according to the fuel type. Therefore, the load on the engine can be reduced by reducing the load on the oil pump according to the fuel type and the operating state, and the deterioration of fuel consumption can be prevented.

  The vehicle control device according to the present invention is the vehicle control device according to (1), wherein (2) the alcohol concentration low pressure supply map indicates that the fuel is alcohol fuel when the fuel is alcohol fuel. The low-pressure supply range is expanded with respect to the rotational speed and the load, as compared with the case where the fuel is not alcohol fuel.

  With this configuration, when the fuel is an alcohol fuel that is expected to reduce the heat load of the lubrication part, the oil supply control means supplies a low pressure to the oil supply means within a wide range with respect to the rotation speed and the load. Oil can be supplied in a state. Therefore, in a vehicle that can use alcohol fuel and gasoline fuel such as FFV, in the case of alcohol fuel, the load of the oil pump is reduced in a wider range than in the case of gasoline fuel. In addition, the engine load can be reduced and fuel consumption can be prevented from deteriorating.

  Furthermore, the vehicle control device according to the present invention is the vehicle control device according to the above (1) or (2), wherein (3) the combustion chamber constituent member constituting the combustion chamber of the internal combustion engine is cooled. A cooling water temperature detecting means for detecting a temperature of the cooling water; and a cooling water temperature determining means for determining whether or not the detected temperature of the cooling water is equal to or lower than a predetermined value. The control means causes the oil supply means to supply oil in the high pressure supply state when the cooling water temperature determination means determines that the detected temperature of the cooling water is equal to or lower than a predetermined value. It has the structure characterized by this.

  With this configuration, the oil supply control unit can cause the oil supply unit to supply oil in a high-pressure supply state when the detected temperature of the cooling water is equal to or lower than a predetermined value. For this reason, even in a vehicle that can use alcohol fuel and gasoline fuel such as FFV, even when control is performed to switch the oil pressure according to the type of fuel and the operating state, the temperature of the lubricating part is low and the viscosity of the oil is low. If it is high, oil can be supplied to the lubrication part at high pressure. Therefore, even if the viscosity of the oil is high and the viscosity resistance of the oil is increased, the oil can be supplied at a high pressure, so that the oil pumpability can be improved at low temperatures, and the lubrication part can be improved even at low temperatures. Lubricity is ensured.

  In addition, the vehicle control apparatus according to the present invention includes (4) at least two supply modes: a low pressure supply state in which oil is supplied to the lubrication part of the internal combustion engine at a low pressure, and a high pressure supply state in which oil is supplied at a high pressure. Oil supply means for supplying oil in any of the supply states, octane number detection means for detecting the octane number of the fuel supplied to the internal combustion engine, and rotational speed for detecting the rotational speed of the output shaft of the internal combustion engine A detection means, a load detection means for detecting the load of the internal combustion engine, and a low pressure supply range corresponding to the low pressure supply state of the oil supply means with respect to the rotational speed and the load according to the alcohol concentration. The octane number low-pressure supply map that represents the rotation speed detected by the rotation speed detection means and the load detected by the load detection means, the alcohol concentration detection An octane number low pressure supply determination means for determining whether or not the low pressure supply range according to the alcohol concentration detected by the stage is based on the octane number low pressure supply map, the rotational speed detected by the rotational speed detection means, and the If the load detected by the octane number low-pressure supply determining means determines that the load detected by the load detecting means is in the low-pressure supply range corresponding to the alcohol concentration detected by the alcohol concentration detecting means, the oil supply means And an oil supply control means for supplying oil in a low pressure supply state.

  With this configuration, the oil supply control means allows the detected rotation speed and the detected load to be in the low pressure supply range in the octane low pressure supply map in each of the low octane fuel and the standard fuel. The oil can be supplied to the oil supply means in a low pressure supply state. As a result, the low pressure supply range can be made different depending on whether the fuel is a low-octane fuel or a standard fuel. Can be set. Therefore, the load on the engine can be reduced by reducing the load on the oil pump in accordance with the fuel properties and the operating state, and the deterioration of fuel consumption can be prevented.

  The vehicle control device according to the present invention is the vehicle control device according to (4), wherein (5) the octane number low-pressure supply map indicates that the fuel is low when the fuel is low-octane fuel. The low-pressure supply range is expanded with respect to the rotational speed and the load, as compared with the case where the fuel is not a low octane fuel.

  With this configuration, when the fuel is a low-octane fuel that is expected to reduce the thermal load of the lubrication part, the oil supply control means has a low pressure on the oil supply means within a wide range with respect to the rotation speed and the load. Oil can be supplied in the supply state. Therefore, in a normal gasoline vehicle, in the case of low octane fuel, the load of the engine is effectively reduced according to the fuel properties by reducing the load of the oil pump in a wider range than in the case of the standard fuel, Deterioration of fuel consumption can be prevented.

  Furthermore, the vehicle control device according to the present invention is the vehicle control device according to the above (4) or (5), wherein (6) the combustion chamber constituent member constituting the combustion chamber of the internal combustion engine is cooled. A cooling water temperature detecting means for detecting a temperature of the cooling water; and a cooling water temperature determining means for determining whether or not the detected temperature of the cooling water is equal to or lower than a predetermined value. The control means causes the oil supply means to supply oil in the high pressure supply state when the cooling water temperature determination means determines that the detected temperature of the cooling water is equal to or lower than a predetermined value. It has the structure characterized by this.

  With this configuration, the oil supply control unit can cause the oil supply unit to supply oil in a high-pressure supply state when the detected temperature of the cooling water is equal to or lower than a predetermined value. For this reason, in a normal gasoline vehicle, even when control is performed to switch the oil pressure according to the fuel properties and driving conditions, if the temperature of the lubrication part is low and the viscosity of the oil is high, the oil is supplied to the lubrication part. Can be supplied at high pressure. Therefore, even if the viscosity of the oil is high and the viscosity resistance of the oil is increased, the oil can be supplied at a high pressure, so that the oil pumpability can be improved at low temperatures, and the lubrication part can be improved even at low temperatures. Lubricity is ensured.

  The vehicle control apparatus according to the present invention includes (7) a vehicle control apparatus for supplying oil to an internal combustion engine capable of using fuels having different compositions, wherein the oil is supplied to the lubrication part of the internal combustion engine at a low pressure. Oil supply means for supplying oil in at least two supply states of a low pressure supply state for supplying oil and a high pressure supply state for supplying oil at high pressure; and fuel supplied to the internal combustion engine An alcohol concentration detecting means for detecting the alcohol concentration, and when the alcohol concentration of the fuel is high, the oil is supplied at a lower pressure than when the alcohol concentration of the fuel is low.

  With this configuration, deterioration of fuel consumption can be prevented.

  The vehicle control device according to the present invention is the vehicle control device according to any one of (1) to (7), wherein (8) the internal combustion engine is fixed to a cylinder block and an upper portion of the cylinder block. A cylinder head, and a piston reciprocally accommodated in a space formed by the cylinder block and the cylinder head, wherein the oil supply means is disposed inside the cylinder block below the piston. An oil jet pipe opening in the space is provided, and the oil jet pipe supplies oil to the internal space of the cylinder block.

  With this configuration, deterioration of fuel consumption can be prevented.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the vehicle which can supply oil with the hydraulic pressure suitable for a fuel classification, and prevents the deterioration of a fuel consumption can be provided.

1 is a schematic block configuration diagram of a vehicle equipped with a vehicle control device according to an embodiment of the present invention. It is a schematic block block diagram showing the structure of the oil supply apparatus which concerns on embodiment of this invention. It is a schematic block diagram for demonstrating the structure of the engine which concerns on embodiment of this invention. It is an alcohol concentration low-pressure supply map in the 1st Embodiment of this invention. It is a flowchart showing the control processing of the vehicle which concerns on the 1st Embodiment of this invention. It is a graph showing the relationship between the engine speed and oil_pressure | hydraulic which concerns on the 1st Embodiment of this invention. It is an octane number low pressure supply map in the 2nd Embodiment of this invention. It is a schematic diagram showing the relationship between the retardation of the ignition timing which concerns on the 2nd Embodiment of this invention, and reduction of thermal loads, such as a piston. It is a flowchart showing the control processing of the vehicle which concerns on the 2nd Embodiment of this invention. It is a graph showing the relationship between the engine speed and oil_pressure | hydraulic which concerns on the 2nd Embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
First, the configuration will be described.

  FIG. 1 is a schematic block diagram of a vehicle equipped with a vehicle control device according to an embodiment of the present invention.

  As shown in FIG. 1, a vehicle 10 according to the present embodiment transmits an engine 11 that is an internal combustion engine as a power source, power generated in the engine 11, and a selected shift range and travel of the vehicle 10. An automatic transmission (A / T: Automatic Transmission) 20 that configures a gear position according to the state, a hydraulic control device 30 for controlling the A / T 20 by hydraulic pressure, and the power transmitted by the A / T 20 are transmitted. A differential mechanism 40 and drive wheels 45L and 45R that drive the vehicle 10 by rotating using the power transmitted by the differential mechanism 40 are provided.

  Further, the vehicle 10 controls the oil supply device 50 for supplying oil for lubrication and cooling to the lubrication part of the engine 11, the fuel supply device 60 for supplying fuel to the engine 11, and the entire vehicle 10. And an ECU (Electronic Control Unit) 100 as a vehicle electronic control device.

  The engine 11 is configured by a known power device that outputs power by burning a mixture of hydrocarbon fuel such as gasoline or light oil and air inside a combustion chamber 84 (see FIG. 3) described later. ing. The engine 11 repeats the combustion of the air-fuel mixture in the combustion chamber to reciprocate the piston provided inside the cylinder, and rotates the crankshaft 15 connected to the piston so that power can be transmitted. Power is transmitted to / T20.

  Further, the fuel used for the engine 11 may be a fuel having any mixing ratio from 100% gasoline to 100% alcohol. As the alcohol, ethanol which is a biofuel extracted from sugarcane, wood, or the like is used. Preferably used. That is, the engine 11 is a multi-fuel compatible internal combustion engine, and the vehicle 10 is a so-called FFV. The power source of the vehicle 10 may be a combination of an engine as an internal combustion engine and a motor generator as a generator.

  Next, the A / T 20 includes a plurality of planetary gear devices (not shown). These planetary gear devices have clutches and brakes as a plurality of friction engagement elements that are controlled to be engaged by a hydraulic actuator. These clutches and brakes are engaged and disengaged according to the state of the hydraulic circuit that is switched by a manual valve and the excitation and de-energization of the transmission solenoid S and the linear solenoids SLT and SLU of the hydraulic control device 30. It is supposed to work between. Therefore, the A / T 20 forms a gear position corresponding to the combination of the engaged state and the released state of these clutches and brakes.

  With such a configuration, the A / T 20 is a stepped transmission that transmits the rotation of the crankshaft 15 input as the power of the engine 11 to the propeller shaft 25 by decelerating or increasing the speed at a predetermined speed ratio γ. is there. Further, the A / T 20 changes the shift range in accordance with a change in the shift position of a shift lever (not shown) detected by the ECU 100. Further, the A / T 20 is configured to mechanically inhibit the rotation of the propeller shaft 25 by a parking lock mechanism (not shown) when the shift lever is in the parking position (P range).

  Further, the A / T 20 has an oil pump such as a trochoid pump, and oil necessary for lubricating and cooling a plurality of friction engagement elements is supplied to an oil pan provided in the A / T 20 and a plurality of friction engagements. It is designed to circulate between elements. The A / T 20 is controlled by the ECU 100.

  The hydraulic control device 30 has a plurality of transmission solenoids S, linear solenoids SLT, SLU, and controls the A / T 20 using hydraulic pressure. The plurality of transmission solenoids S are operated when the A / T 20 switches each shift range or each shift stage. The linear solenoid SLT performs line pressure control and back pressure control of an accumulator (not shown).

  Further, the hydraulic control device 30 supplies A / T20 hydraulic pressure to the hydraulic actuator of the A / T 20 according to the operating states of the plurality of transmission solenoids S and linear solenoids SLT and SLU, thereby supplying the A / T 20 hydraulic actuator. A plurality of frictional engagement elements at T20 are selectively engaged or released. Therefore, the hydraulic control device 30 changes the ratio of the rotational speeds of the crankshaft 15 and the propeller shaft 25 according to the combination of the engagement state and the release state of these friction engagement elements, and the desired shift range is set to A / T20. Alternatively, a shift stage is configured. Note that the hydraulic control device 30 is controlled by the ECU 100.

  The differential mechanism 40 distributes and transmits the power transmitted by the propeller shaft 25 to the drive wheels 45L and 45R via the left and right drive shafts 43L and 43R. Further, the differential mechanism 40 is configured by a known differential device that allows a difference in rotational speed between the drive wheel 45L and the drive wheel 45R when traveling on a curve or the like. The differential mechanism 40 may be a mechanism that can take a so-called differential lock state that does not allow a difference in rotational speed between the drive wheels 45L and 45R.

  The drive wheels 45L and 45R are rotated by the power transmitted by the drive shafts 43L and 43R, and drive the vehicle 10 by a frictional action with the road surface.

  The oil supply device 50 supplies oil for lubrication and cooling to the lubrication part of the engine 11. The details of the oil supply device 50 will be described later (see FIG. 2).

  The fuel supply device 60 includes a fuel tank 61 for storing fuel used in the engine 11, a fuel pump 62 for pumping fuel to the engine 11, a pressure regulator 63 for adjusting the pressure of the pumped fuel, And a fuel supply pipe 65 for pumping fuel.

  The fuel tank 61 is configured to be able to store fuel, and is a known fuel tank made of iron or resin that has been subjected to rust prevention treatment. The material of the fuel tank 61 is appropriately selected according to the use environment and the type of fuel. The fuel tank 61 has a fuel supply port 61a communicating with the outside of the vehicle, and fuel is supplied through the fuel supply port 61a. The fuel tank 61 incorporates a fuel filter (not shown) for removing foreign matters in the fuel.

  In addition, since the vehicle 10 is FFV, the fuel tank 61 can store fuel with any mixing ratio of gasoline and alcohol from 100% gasoline to 100% alcohol. In addition, since the user of the vehicle 10 does not always add the fuel having the same mixing ratio, the alcohol concentration of the fuel stored in the fuel tank 61 changes at any time.

  The fuel pump 62 is a known electric pump that pumps fuel by rotation of an impeller housed in a pump case. With this configuration, the fuel pump 62 is configured to pump fuel to the injector 87 (see FIG. 3) of the engine 11 and is controlled by the ECU 100. The fuel pump 62 may be housed in the fuel tank 61.

  The pressure regulator 63 adjusts the pressure of the fuel pumped to the engine 11 by the fuel pump 62 to a predetermined pressure. Thus, the fuel supply device 60 can supply fuel to the engine 11 at a constant pressure.

The ECU 100 includes a RAM (Random Access Memory) 100a composed of a volatile memory, an EEPROM (Electrically Erasable and Programmable Read Only Memory) 100b composed of an electrically rewritable nonvolatile memory, and a CPU as a central processing unit (not shown). (Central Processing Unit) and an input / output interface circuit. Further, an alcohol concentration low-pressure supply map 150 (see FIG. 4) described later is stored in the EEPROM 100b of the ECU 100.

  The ECU 100 is connected to a crank sensor 91, a coolant temperature sensor 92, a fuel pressure sensor 93, an alcohol concentration sensor 94, an octane number sensor 95, and a torque sensor 96.

  The crank sensor 91 detects the rotational speed of the crankshaft 15 as the engine rotational speed Ne, and outputs a detection signal representing the engine rotational speed Ne to the ECU 100. The crank sensor 91 is constituted by, for example, a known electromagnetic pickup sensor that detects the number of rotations of a timing rotor provided on the crankshaft 15 based on a change in magnetic flux.

  The timing rotor provided on the crankshaft 15 has a plurality of convex portions at regular intervals on the outer periphery, but some convex portions are missing. The magnetic flux increases or decreases when each convex portion passes the sensing surface of the crank sensor 91. However, when the missing portion passes the sensing surface, the increase / decrease rate of the magnetic flux changes, so that the crankshaft 15 is detected by detecting the change. The number of rotations is detected.

  The coolant temperature sensor 92 includes, for example, a thermistor having excellent temperature characteristics. The cooling water temperature sensor 92 is controlled by the ECU 100 to detect the temperature of the cooling water flowing through, for example, a water jacket 81w (see FIG. 3) provided in the cylinder block 81 of the engine 11, and the cooling water temperature Tc is detected. A detection signal to be expressed is output to the ECU 100.

  The fuel pressure sensor 93 is provided between the pressure regulator 63 and the engine 11 in the fuel supply pipe 65. The fuel pressure sensor 93 detects the fuel pressure that is the pressure of the fuel pumped to the engine 11 and outputs a detection signal representing the fuel pressure to the ECU 100.

  The alcohol concentration sensor 94 detects the alcohol concentration Ca of the fuel stored in the fuel tank 61, and outputs a detection signal representing the alcohol concentration Ca to the ECU 100. For example, even if the alcohol concentration sensor 94 detects the alcohol concentration by detecting the capacitance of the fuel stored in the fuel tank 61, the alcohol concentration sensor 94 detects the alcohol concentration of the fuel by measuring the exhaust gas component. You may do it.

  The octane number sensor 95 detects the octane number Vo of the fuel stored in the fuel tank 61 and outputs a detection signal indicating the octane number Vo to the ECU 100.

  The torque sensor 96 detects an engine torque Nt generated in the engine 11 as a load L, and outputs a detection signal representing the load L to the ECU 100. For example, the torque sensor 96 detects the engine torque Nt based on the twist angle of the crankshaft 15.

  Next, the configuration of the oil supply device 50 will be described with reference to FIG. FIG. 2 is a schematic block diagram showing the configuration of the oil supply apparatus according to the embodiment of the present invention.

  The oil supply device 50 includes an oil pan 51, an oil strainer 52, an oil pump 53, an oil filter 54 that filters oil discharged from the oil pump 53, an oil recirculation unit 56, and a pressure control valve 57. I have.

  The oil pan 51 is made of a case such as a steel plate that stores oil recirculated from the lubrication portion, and is fixed to the lower portion of the engine 11. The oil stored in the oil pan 51 is sucked from the suction port of the oil strainer 52.

  The oil strainer 52 is attached to the oil suction pipe 53 i of the oil pump 53 and includes a metal net for removing large foreign matters contained in the oil stored in the oil pan 51. The oil strainer 52 is configured so that the oil is generated by the deterioration of the oil or the foreign matter generated by the metal powder of the members constituting the engine, causing the oil pump 53 to be damaged or the oil flow path to be blocked. Before being inhaled by 53, the foreign matter is removed.

  The oil pump 53 is constituted by a known oil pump such as a trochoid pump or a gear pump that sucks and discharges oil, and discharges the oil sucked through the oil suction pipe 53i through the oil discharge pipe 53e. It is like that. The oil pump 53 is connected to the crankshaft 15 via a chain (not shown), and is driven by the rotational motion of the crankshaft 15 on a separate axis from the crankshaft 15. The oil pump 53 may be directly connected to the crankshaft 15 without using a chain and driven by the rotational motion of the crankshaft 15.

  The oil filter 54 includes, for example, a metal case and a filter paper or a non-woven filter material housed in the case. The oil filter 54 removes minute foreign matters that could not be removed by the oil strainer 52.

  The oil recirculation part 56 is constituted by an oil recirculation pipe 56p branched from the oil discharge pipe 53e and connected to the oil suction pipe 53i. Further, a pressure control valve 57 is provided in the oil recirculation pipe 56p.

  The pressure control valve 57 is a kind of relief valve. When the pressure of the oil supplied to the oil filter 54 becomes a predetermined value or more, a load is applied to the filter paper and the non-woven filter medium stored in the oil filter 54, and the desired filtration performance cannot be obtained. Therefore, the pressure control valve 57 is opened when a pressure higher than a predetermined value is applied, and the oil is recirculated to the oil recirculation pipe 56p to reduce the pressure applied to the oil filter 54, thereby protecting the oil filter 54. It has become. The pressure control valve 57 is mounted on the engine block. In addition, the pressure control valve 57 may be attached to things other than the engine block. For example, the pressure control valve 57 may be attached to the oil pump 53.

  Further, the pressure control valve 57 is controlled by the ECU 100 and can be electrically switched between open and closed states. When the pressure control valve 57 is in the closed state, the oil discharged from the oil pump 53 flows into the oil filter 54 without returning to the oil return pipe 56p, and passes through the oil pipe 55 to the engine 11. Supplied to the lubrication part.

  Therefore, when the pressure control valve 57 is in the closed state, when the engine speed Ne increases and the pressure of the oil discharged from the oil pump 53 increases, the oil control unit 57 passes through the oil filter 54 to the lubricating portion of the engine 11. The pressure of the supplied oil will also rise. Such a supply state of the oil supply device 50 is referred to as a high pressure supply state.

  On the other hand, when the pressure control valve 57 is opened, the oil discharged from the oil pump 53 is divided into one that recirculates to the oil recirculation pipe 56 p and one that flows into the oil filter 54. The oil recirculated to the oil recirculation pipe 56p is sucked into the oil pump 53 from the oil suction pipe 53i via the pressure control valve 57 and discharged again by the oil pump 53.

  Therefore, while the pressure control valve 57 is kept open, even if the engine speed Ne increases and the pressure of oil discharged from the oil pump 53 increases, the suction pressure of the oil pump 53 also increases. Then, the pressure of oil returning to the oil recirculation unit 56 also rises, so that the pressure of oil supplied to the lubrication unit of the engine 11 via the oil filter 54 becomes constant. Such a supply state of the oil supply device 50 is referred to as a low pressure supply state.

  Next, a detailed configuration of the engine 11 will be described based on FIG. FIG. 3 is a schematic block diagram for explaining the configuration of the engine according to the embodiment of the present invention.

  The engine 11 includes a cylinder block 81, a cylinder head 82 fixed to the top of the cylinder block 81, a piston 83 accommodated in a space formed by the cylinder block 81 and the cylinder head 82, and a piston 83 And a connecting rod 83r that connects the crankshaft 15 (see FIG. 1) so that power can be transmitted. In the engine 11, a combustion chamber 84 is formed by the cylinder block 81, the cylinder head 82, and the piston 83.

  The cylinder block 81 is provided with a water jacket 81 w that forms a flow path of the cooling water and cools the cylinder block 81 using a temperature difference between the flowing cooling water and the cylinder block 81.

  In the cylinder head 82, an intake pipe 71 for introducing air that has passed through the air cleaner 73 and entered from the outside of the vehicle into the combustion chamber 84, and exhaust gas generated by combustion of the air-fuel mixture in the combustion chamber 84 are communicated to the catalytic converter 74. And an exhaust pipe 72 for discharging to the outside of the vehicle.

  The air cleaner 73 is configured to remove foreign substances in the intake air by using, for example, a paper or synthetic fiber nonwoven fabric filter accommodated therein. Some foreign matter such as dust and dust in the air is hard, and when such hard foreign matter enters the combustion chamber 84, it acts as an abrasive and may cause the inner wall surface of the cylinder block 81 and the piston 83 to wear. obtain. Therefore, the air cleaner 73 removes these foreign substances and cleans the intake air.

  The catalytic converter 74 generally includes a three-way catalyst that can efficiently remove harmful substances such as unburned hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) contained in the exhaust gas. ing. As this three-way catalyst, a catalyst having a function of efficiently removing NOx even from exhaust gas having a high NOx content is preferably used.

  The cylinder head 82 has an intake valve 85 for controlling the introduction of combustion air from the intake pipe 71 to the combustion chamber 84, and a control for controlling the exhaust gas exhaust from the combustion chamber 84 to the exhaust pipe 72. An exhaust valve 86, an injector 87 for injecting fuel into the combustion chamber 84, and a spark plug 88 for igniting the air-fuel mixture in the combustion chamber 84 are attached.

  The injector 87 has a solenoid coil and a needle valve (not shown). The injector 87 is supplied with fuel from the fuel supply device 60 at a predetermined pressure. Accordingly, the injector 87 opens the needle valve and injects fuel into the combustion chamber 84 when the solenoid coil is energized at a desired timing by the ECU 100.

  The spark plug 88 is a known spark plug having an electrode made of platinum or an iridium alloy. The spark plug 88 is configured to ignite the air-fuel mixture in the combustion chamber 84 by causing the ECU 100 to energize the electrode at a desired timing to generate a discharge.

  The cylinder block 81 is provided with an oil injection pipe 89. The oil injection pipe 89 is configured such that one end is integrated with an oil pipe 55 (see FIG. 2) connected to the oil filter 54, and the other end opens in the interior of the cylinder block 81 and below the piston 83. . The oil injection pipe 89 supplies the oil supplied by the oil supply device 50 (see FIG. 2) to the piston 83 and the sliding portion between the piston 83 and the cylinder block 81. Thereby, cooling of the piston 83 and lubrication of the sliding part are performed.

  The oil injection pipe 89 has a check valve that opens when the pressure exceeds a certain level. When the engine speed Ne increases, the combustion in the combustion chamber 84 is frequently performed and the heat load on the piston 83 increases, and the piston 83 reciprocates at high speed, so the friction at the sliding portion increases. To do. At this time, since the discharge pressure of the oil pump 53 (see FIG. 2) increases as the engine speed Ne increases, the pressure applied to the oil injection pipe 89 increases, and the check valve opens to inject oil. It is like that. Thereby, cooling of the piston 83 and lubrication of the sliding part are performed.

  On the other hand, when the engine speed Ne decreases, the thermal load on the piston 83 decreases and the friction at the sliding portion is also reduced. In this case, it is less necessary to cool the piston 83 and lubricate the sliding portion. Therefore, when the engine speed Ne decreases and the oil supply device 50 enters a low pressure supply state, the discharge pressure of the oil pump 53 decreases and the hydraulic pressure applied to the oil injection pipe 89 decreases. The injection is stopped.

  The oil injection pipe 89 may have a structure without a check valve. In this case, the structure of the oil injection pipe 89 is simplified, and even if the hydraulic pressure applied to the oil injection pipe 89 is reduced, the oil corresponding to the hydraulic pressure is injected, so that the oil is injected up to the piston 83. Even if not, lubrication and cooling around the oil injection pipe 89 are performed.

  A cooling water temperature sensor 92 is mounted on the outer wall surface of the cylinder block 81. The coolant temperature sensor 92 includes, for example, a thermistor having excellent temperature characteristics. The coolant temperature sensor 92 is connected to the ECU 100, detects a resistance value corresponding to the temperature of the coolant that cools the engine 11, and inputs a detection signal to the input interface circuit of the ECU 100.

  Next, the low pressure supply region of the oil supply device 50 when the fuel is alcohol fuel or gasoline fuel will be described with reference to FIG. FIG. 4 is an alcohol concentration low-pressure supply map according to the first embodiment of the present invention. The alcohol concentration low pressure supply map 150 shown in FIG. 4 is stored in advance in the EEPROM 100b of the ECU 100.

  In the alcohol concentration low pressure supply map 150 shown in FIG. 4, the horizontal axis represents the engine speed Ne, and the vertical axis represents the load L of the engine 11. The load L changes as shown in FIG. 4 as the engine speed Ne increases. The full load performance curve represents the maximum load of the engine 11 with respect to the engine speed Ne.

  When the engine speed Ne and the load L are in the low pressure supply region, the engine speed Ne and the load L are small. There is little need to do. Therefore, in this low pressure supply region, ECU 100 causes oil supply device 50 to supply oil in a low pressure supply state (step S18 and step S22 in FIG. 5), and stops the injection of oil from oil injection pipe 89.

  Here, as shown in FIG. 4, the low pressure supply region (one-dot chain line) in the case of alcohol fuel is expanded with respect to the engine speed Ne and the load L than the low pressure supply region (dashed line) in the case of gasoline fuel. ing. This is due to the following reason.

  First, the heat of vaporization of, for example, ethanol contained in alcohol fuel is greater than the heat of vaporization of gasoline fuel. Therefore, when fuel is injected into the fuel chamber 84 by the injector 87 (see FIG. 3) and vaporized, alcohol fuel has a higher cooling effect on the piston 83 and the cylinder block 81 than gasoline fuel. Therefore, in the case of alcohol fuel, the heat load of the piston 83 and the cylinder block 81 (see FIG. 3) is reduced compared to the case of gasoline fuel. Therefore, when alcohol fuel is used, the low pressure supply region of the oil supply device 50 can be expanded as compared with the case where gasoline fuel is used.

  Secondly, since the calorific value of ethanol is smaller than the calorific value of gasoline fuel, more fuel is required than gasoline fuel in order to obtain an engine output equivalent to that of gasoline fuel. For this reason, in the case of alcohol fuel, the fuel injection amount from the injector 87 is controlled to be larger than that in the case of gasoline fuel. The alcohol fuel has a higher cooling effect on the piston 83 and the cylinder block 81. Therefore, in the case of alcohol fuel, the heat load on the piston 83 and the cylinder block 81 (see FIG. 3) is reduced compared to the case of gasoline fuel. Therefore, when alcohol fuel is used, the low pressure supply region of the oil supply device 50 can be expanded as compared with the case where gasoline fuel is used.

  Third, it is known that the octane number of alcohol fuel is larger than that of general gasoline fuel. A large octane number means that self-ignition is difficult, that is, knocking hardly occurs. When knocking occurs, the inside of the combustion chamber 84 (see FIG. 3) is in a high temperature and high pressure state. However, the fact that knocking is difficult to occur means that the combustion chamber 84 is unlikely to be in a high temperature and high pressure state. Therefore, in the case of alcohol fuel, the combustion chamber 84 is less likely to be in a high-temperature and high-pressure state than in the case of gasoline fuel, so that the thermal load on the piston 83 and the cylinder block 81 (see FIG. 3) is less likely to increase. Therefore, when alcohol fuel is used, the low pressure supply region of the oil supply device 50 can be expanded as compared with the case where gasoline fuel is used.

  As described above, when the fuel is alcohol fuel, the thermal load on the piston 83 and the cylinder block 81 is reduced as compared with the case where the fuel is gasoline fuel. Therefore, cooling by injection of oil from the oil injection pipe 89 is unnecessary. Become. Therefore, since the hydraulic pressure supplied to the oil injection pipe 89 by the oil supply device 50 (see FIG. 2) is low, the low pressure supply of the oil supply device 50 is greater when alcohol fuel is used than when gasoline fuel is used. The area can be enlarged.

  Therefore, when the fuel is alcohol fuel, the ECU 100 can expand the low pressure supply region, and in the low pressure supply region, the oil supply device 50 can supply the oil in a low pressure supply state. Thereby, in each of the case where the fuel is gasoline fuel and the case where the fuel is alcohol fuel, the oil is supplied at a high pressure, and the fuel consumption of the engine 11 increases as the load of the oil pump 53 increases. Deterioration can be prevented.

  The characteristic configuration of the vehicle control apparatus according to the first embodiment of the present invention will be described below.

  The oil supply device 50 is in one of at least two supply states of a low pressure supply state in which oil is supplied to the lubricating portion of the engine 11 at a low pressure and a high pressure supply state in which oil is supplied at a high pressure. It is configured to supply oil. Specifically, the oil supply device 50 includes an oil recirculation unit 56 that recirculates part of the oil supplied to the engine 11, and the ECU 100 electrically opens a pressure control valve 57 provided in the oil recirculation unit 56. The low pressure supply state is realized by controlling the valve state, and the high pressure supply state is realized by electrically controlling the pressure control valve 57 to the closed state by the ECU 100. That is, the oil supply device 50 constitutes an oil supply means in the present invention.

  The alcohol concentration sensor 94 detects the alcohol concentration Ca of the fuel supplied to the engine 11. Specifically, the alcohol concentration sensor 94 is provided in the fuel tank 61, detects the alcohol concentration Ca of the fuel stored in the fuel tank 61, and outputs a detection signal representing the alcohol concentration Ca to the ECU 100. It has become. The alcohol concentration sensor 94 may be provided in the fuel supply pipe 65 to detect the alcohol concentration Ca of the fuel flowing through the fuel supply pipe 65, or the fuel may be detected by detecting a component in the exhaust gas. You may detect the alcohol concentration Ca in the inside. That is, the alcohol concentration sensor 94 constitutes an alcohol concentration detection means in the present invention.

  The crank sensor 91 detects the rotational speed of the output shaft of the engine 11. Specifically, the crank sensor 91 detects the rotational speed of the crankshaft 15 as the engine rotational speed Ne, and outputs a detection signal representing the detected engine rotational speed Ne to the ECU 100. The crank sensor 91 is constituted by, for example, a known electromagnetic pickup sensor that detects the number of rotations of a timing rotor provided on the crankshaft 15 by a change in magnetic flux. That is, the crank sensor 91 constitutes the rotation speed detection means in the present invention.

  The torque sensor 96 detects the engine torque Nt of the engine 11 as a load L, and outputs a detection signal representing the load L to the ECU 100. That is, the torque sensor 96 constitutes a load detection means in the present invention.

  The alcohol concentration low pressure supply map 150 represents a low pressure supply range corresponding to the low pressure supply state of the oil supply device 50 with respect to the engine speed Ne and the load L according to the alcohol concentration Ca. Specifically, the alcohol concentration low-pressure supply map 150 is stored in the EEPROM 100b of the ECU 100, and in the case of alcohol fuel and gasoline fuel on an orthogonal plane with the engine speed Ne and the load L as coordinate axes. In each case, by setting the low pressure supply range based on the engine speed Ne and the load L, the low pressure supply range of the oil supply device 50 is represented as a polygon formed on the orthogonal plane.

  Further, the alcohol concentration low pressure supply map 150 expands the low pressure supply range of the oil supply device 50 with respect to the engine speed Ne and the load L when the fuel is alcohol fuel than when the fuel is not alcohol fuel. It has come to express as. The alcohol concentration low pressure supply map 150 may set the low pressure supply range of the oil supply device 50 according to the alcohol concentration Ca of the fuel when the fuel is alcohol fuel. That is, the alcohol concentration low pressure supply map 150 constitutes the alcohol concentration low pressure supply map in the present invention.

  The coolant temperature sensor 92 detects the temperature of coolant for cooling the cylinder block 81 constituting the combustion chamber 84 of the engine 11. Specifically, the cooling water temperature sensor 92 includes, for example, a thermistor having excellent temperature characteristics, and detects the temperature of the cooling water flowing through the water jacket 81 w provided in the cylinder block 81 of the engine 11. A detection signal indicating the coolant temperature Tc is output to the ECU 100. That is, the cooling water temperature sensor 92 constitutes the cooling water temperature detection means in the present invention.

  The ECU 100 determines whether or not the coolant temperature Tc detected by the coolant temperature sensor 92 is equal to or less than a predetermined value. That is, the ECU 100 constitutes the cooling water temperature determining means in the present invention.

  The ECU 100 determines whether the engine speed Ne detected by the crank sensor 91 and the load L detected by the torque sensor 96 are within a low pressure supply range corresponding to the alcohol concentration Ca detected by the alcohol concentration sensor 94. The determination is made based on the alcohol concentration low-pressure supply map 150. That is, the ECU 100 constitutes an alcohol concentration low-pressure supply determination unit in the present invention.

  When the ECU 100 determines that the engine speed Ne detected by the crank sensor 91 and the load L detected by the torque sensor 96 are within the low pressure supply range corresponding to the alcohol concentration Ca detected by the alcohol concentration sensor 94. The oil is supplied to the oil supply device 50 in a low pressure supply state.

  In addition, when the ECU 100 determines that the coolant temperature Tc detected by the coolant temperature sensor 92 is equal to or less than a predetermined value, the ECU 100 causes the oil supply device 50 to supply oil in a high-pressure supply state. ing. That is, the ECU 100 constitutes an oil supply control means in the present invention.

  Next, the operation will be described.

  FIG. 5 is a flowchart showing a vehicle control process according to the first embodiment of the present invention. The flowchart shown in FIG. 5 represents the execution contents of a vehicle control processing program executed by the CPU of the ECU 100 using the RAM 100a as a work area. The vehicle control processing program is stored in the EEPROM 100b of the ECU 100. The vehicle control process is executed by the CPU of the ECU 100 at predetermined time intervals.

  As shown in FIG. 5, first, the CPU of the ECU 100 detects the coolant temperature (step S11). Specifically, the CPU of the ECU 100 detects the cooling water temperature Tc representing the temperature of the cooling water flowing through the water jacket 81w by the cooling water temperature sensor 92 (see FIG. 3) (step S11).

  Next, the CPU of the ECU 100 determines whether or not the coolant temperature Tc detected by the coolant temperature sensor 92 is equal to or higher than a predetermined temperature Tc1 (step S12). When the CPU of the ECU 100 determines that the cooling water temperature Tc is lower than Tc1 (No in step S12), the oil is supplied to the oil supply device 50 (see FIG. 2) in a high pressure supply state (step S23).

  On the other hand, if the CPU of the ECU 100 determines that the coolant temperature Tc is equal to or higher than Tc1 (Yes in step S12), the CPU 100 detects the alcohol concentration Ca of the fuel (step S13). Specifically, the CPU of the ECU 100 detects the alcohol concentration Ca of the fuel stored in the fuel tank 61 based on the detection signal input from the alcohol concentration sensor 94 (see FIG. 1).

  Next, the CPU of the ECU 100 determines whether or not the detected alcohol concentration Ca is equal to or higher than a predetermined alcohol concentration Ca1 (step S14).

  When the CPU of the ECU 100 determines that the alcohol concentration Ca is Ca1 or higher (Yes in step S14), the CPU determines that the fuel stored in the fuel tank 61 (see FIG. 1) is alcohol fuel. Then, the engine speed Ne is detected (step S15). Specifically, the CPU of the ECU 100 detects the engine speed Ne based on the detection signal input from the crank sensor 91. In addition, the alcohol fuel in this Embodiment means the fuel whose alcohol concentration Ca is Ca1 or more.

  Further, after detecting the engine speed Ne (step S15), the CPU of the ECU 100 detects the load L of the engine 11 (step S16). Specifically, the CPU of the ECU 100 detects the load L based on a detection signal indicating the engine torque Nt input from the torque sensor 96. The load L in the present invention is a parameter determined based on the engine torque Nt.

  Next, the CPU of the ECU 100 determines whether or not the detected engine speed Ne and load L are in the low-pressure supply region for alcohol fuel based on the alcohol concentration low-pressure supply map 150 (see FIG. 4) (see FIG. 4). Step S17). When the CPU of the ECU 100 determines that the detected engine speed Ne and load L are not in the low pressure supply region for alcohol fuel (No in step S17), the oil is supplied to the oil supply device 50 in a high pressure supply state. (Step S23), and this process is terminated.

  On the other hand, if the CPU of the ECU 100 determines that the detected engine speed Ne and the load L are in the low pressure supply region for alcohol fuel (Yes in step S17), the oil is supplied to the oil supply device 50 in the low pressure supply state. Is supplied (step S18), and this process is terminated.

  Further, when the CPU of the ECU 100 determines that the alcohol concentration Ca is smaller than Ca1 (No in step S14), it determines that the fuel stored in the fuel tank 61 is gasoline fuel and rotates the engine. The number Ne is detected (step S19). Further, the CPU of the ECU 100 detects the load L (step S20).

  Next, the CPU of the ECU 100 determines whether or not the detected engine speed Ne and load L are in the low pressure supply region for gasoline fuel based on the alcohol concentration low pressure supply map 150 (see FIG. 4) (see FIG. 4). Step S21). When the CPU of the ECU 100 determines that the detected engine speed Ne and load L are not in the low-pressure supply region for gasoline fuel (No in step S21), the oil is supplied to the oil supply device 50 in a high-pressure supply state. (Step S23), and this process is terminated.

  On the other hand, if the CPU of the ECU 100 determines that the detected engine speed Ne and the load L are in the low pressure supply region for gasoline fuel (Yes in step S21), the oil is supplied to the oil supply device 50 in the low pressure supply state. Is supplied (step S22), and this process is terminated.

  Next, operational effects will be described.

  When ECU 100 determines that cooling water temperature Tc detected based on the detection signal input from cooling water temperature sensor 92 is lower than predetermined cooling water temperature Tc1 (No in step S12 in FIG. 5). The following effects can be obtained by supplying oil to the oil supply device 50 in a high pressure supply state.

  That is, when the cooling water temperature Tc is lower than the predetermined temperature, the temperature of the oil circulating through each part of the engine 11 is considered to be low. In general, the viscosity of oil increases at low temperatures. In addition, when a viscous fluid such as oil flows in a pipe, it is known that the resistance due to the viscosity of the fluid is proportional to the viscosity of the fluid. Therefore, when oil is pumped to the lubrication part of the engine 11 by the oil supply device 50, the viscous resistance in the oil pipe 55 and the like increases.

  For this reason, when the viscous resistance in the oil pipe 55 or the like increases, if the oil is supplied to the oil supply device 50 in a low pressure supply state, the oil flow rate in the oil pipe 55 or the like is reduced, and the oil circulation is sufficient. As a result, the lubrication and cooling of each lubrication part of the engine 11 may not be sufficiently performed.

  Therefore, when the coolant temperature Tc is lower than Tc1 (No in step S12 in FIG. 5), the ECU 100 causes the oil supply device 50 to supply oil in a high-pressure supply state, thereby By increasing the pressure and flow velocity and supplying oil to each lubricating part of the engine 11, the lubricating parts can be sufficiently lubricated and cooled.

  Next, the relationship between the engine speed Ne and the hydraulic pressure P applied to the oil injection pipe 89 will be described with reference to FIG. FIG. 6 is a graph showing the relationship between the engine speed and the hydraulic pressure according to the first embodiment of the present invention.

  As shown in FIG. 6, when oil is supplied to the oil supply device 50 (see FIG. 2) only in the high pressure supply state and not supplied in the low pressure supply state, that is, the pressure control valve 57 is electrically opened and closed. In the case where only the function as a relief valve is provided without switching, the oil pressure applied to the oil injection pipe 89 (see FIG. 3) increases in proportion to the engine speed Ne, as shown by the one-dot chain line in FIG.

  When the hydraulic pressure P exceeds the hydraulic pressure Pj at which the check valve of the oil injection pipe 89 is opened, the check valve is opened and oil is injected from the oil injection pipe 89 toward the piston 83. When the oil pressure P further increases and reaches the relief pressure Pr, the pressure control valve 57 is opened to protect the oil filter 54 and the like. As a result, part of the oil discharged from the oil pump 53 returns to the oil recirculation unit 56, so that the oil pressure P does not increase above the relief pressure Pr, and the oil filter 54 and the like are not subjected to excessive oil pressure. And durability is improved.

  On the other hand, when the pressure control valve 57 is electrically switched by the ECU 100 as in the present embodiment, the hydraulic pressure P changes as follows.

  First, the hydraulic pressure P increases in proportion to the engine speed Ne, but when the hydraulic pressure Po reaches a hydraulic pressure Po set in advance smaller than the hydraulic pressure Pj, the ECU 100 electrically switches the pressure control valve 57 to the valve open state. As a result, even if the engine speed Ne increases, part of the oil discharged from the oil pump 53 returns to the oil recirculation unit 56, so that the oil pressure P is maintained at the oil pressure Po.

  Further, when the engine speed Ne further increases and the gasoline fuel (solid line) and the alcohol fuel (two-dot chain line) respectively, the engine speed Ne or the load L is the low pressure supply region shown in FIG. Is removed, the pressure control valve 57 is electrically switched to the valve open state by the ECU 100. As a result, the oil supply device 50 is allowed to supply oil in a high pressure supply state, and thereafter, as the engine speed Ne increases, the oil pressure P changes in the same manner as in the high pressure supply state shown by the one-dot chain line in FIG. To do.

  In this embodiment, when the fuel is alcohol fuel, the control is performed using one alcohol concentration low-pressure supply map 150 (see FIG. 4) stored in advance in the EEPROM 100b. It is good also as controlling by changing a low voltage | pressure supply area | region according to density | concentration Ca. In this case, a plurality of low-pressure supply maps corresponding to the alcohol concentration Ca may be stored in the EEPROM 100b in advance, or a calculation formula for calculating the low-pressure supply region using the alcohol concentration Ca as a parameter is stored in the EEPROM 100b. It may be left.

  As described above, in the vehicle control apparatus according to the present embodiment, both the engine speed Ne and the load L are in the alcohol concentration low pressure supply map when the fuel is alcohol fuel and when the fuel is gasoline fuel. When the pressure is in the low pressure supply range at 150, the oil can be supplied to the oil supply device 50 in a low pressure supply state. Thereby, since the low pressure supply range can be made different between the case where the fuel is alcohol fuel and the case where the fuel is gasoline fuel, the vehicle 10 which is capable of using alcohol fuel and gasoline fuel, such as FFV, is currently in use. The low pressure supply range can be set according to the alcohol concentration Ca of the fuel. Therefore, by reducing the load on the oil pump 53 according to the alcohol concentration Ca and the operating state, it is possible to reduce the load on the engine and prevent deterioration of fuel consumption.

  Further, the vehicle control device according to the present embodiment opens the check valve of the oil injection pipe 89 because the oil is supplied at a low pressure when the engine speed Ne and the load L are within the low pressure supply range. Therefore, it is not possible to inject oil onto the piston 83 by the oil injection pipe 89. Thereby, since the heat load of the piston 83 is small, the oil whose temperature is low and the viscosity is high can prevent the deterioration of fuel consumption due to the sliding resistance of the piston 83.

  Further, in the vehicle control apparatus according to the present embodiment, when the fuel is an alcohol fuel that is expected to reduce the thermal load of the lubrication part, the oil is applied within a wide range with respect to the engine speed Ne and the load L. Oil can be supplied to the supply device 50 in a low-pressure supply state. Therefore, when the fuel is alcohol fuel, the load on the engine 11 is effectively reduced according to the alcohol concentration Ca of the fuel by reducing the load of the oil pump 53 over a wider range than when the fuel is gasoline fuel. This can reduce the deterioration of fuel consumption.

  Furthermore, the vehicle control apparatus according to the present embodiment can cause oil supply apparatus 50 to supply oil in a high pressure supply state when cooling water temperature Tc is lower than a predetermined temperature Tc1. For this reason, even in a vehicle 10 that can use alcohol fuel and gasoline fuel, such as FFV, even when control is performed to switch the oil pressure according to the alcohol concentration Ca and the operating state, the temperature is low and the oil viscosity is high. Thus, even if the viscosity resistance is large, the oil can be supplied to the lubrication part at a high pressure, so that the pumpability of the oil at a low temperature can be improved. Therefore, the lubricity of the lubrication part such as the piston 83 is ensured even at a low temperature.

  Further, in the alcohol concentration assumption supply map 150 in the present embodiment, as described above, the low pressure supply range represented by the engine speed Ne and the load L of the engine 11 is determined according to the alcohol concentration. Based on the alcohol concentration low pressure supply map 150, the CPU of the ECU 100 controls to switch the state of the oil supply pressure of the oil supply device 50. However, instead of the control as described above, the CPU of the ECU 100 may control the oil supply device 50 according to the alcohol concentration.

  Specifically, instead of the alcohol concentration low-pressure supply map 150 described above, a control map representing the control value of the pressure control valve 57 corresponding to the alcohol concentration is stored in advance in the EEPROM 100b of the ECU 100, and the CPU of the ECU 100 stores the alcohol concentration. Control is performed so as to switch the open / closed state of the pressure control valve 57 according to the above.

  Here, the control map stored in advance in the EEPROM 100b of the ECU 100 is defined such that when the fuel alcohol concentration is high, low-pressure oil is supplied compared to when the fuel alcohol concentration is low. That is, when the alcohol concentration of the fuel is equal to or higher than a predetermined alcohol concentration CA1, a set supply pressure represented by a value lower than the set supply pressure when the alcohol concentration is less than CA1 is defined.

  Therefore, the oil supply device 50 supplies oil at a lower pressure when the alcohol concentration of the fuel is higher than when the alcohol concentration of the fuel is low.

  In addition, when replacing the alcohol concentration low-pressure supply map 150 in the present embodiment with the control map as described above, in the flowchart shown in FIG. 5, processing in which Step S15, Step S16, Step S19, and Step S20 are deleted. Become. Since each process is the same as the above description, the description is omitted.

(Second Embodiment)
Hereinafter, a second embodiment of the present invention will be described with reference to the drawings. The same components as those of the vehicle 10 according to the first embodiment are described using the same reference numerals as those of the vehicle 10 according to the first embodiment shown in FIGS. Only the point will be described in detail.

  First, the configuration will be described.

  First, the low pressure supply region of the oil supply device 50 (see FIG. 2) when the fuel is a low octane fuel and a standard fuel will be described with reference to FIG. FIG. 7 is an octane number low-pressure supply map according to the second embodiment of the present invention. 7 is stored in advance in the EEPROM 100b of the ECU 100. The octane number low-pressure supply map 160 shown in FIG.

  As shown in FIG. 7, the low pressure supply region (one-dot chain line) in the case of the low octane number fuel is expanded with respect to the engine speed Ne and the load L than the low pressure supply region (dashed line) in the case of the standard fuel. . The reason for this will be described below.

  That is, it is known that a low-octane fuel having a low octane number contains more self-ignitable components than a standard fuel, so that knocking is likely to occur. In general, it is also known that retarding the ignition timing is effective for suppressing the occurrence of knocking. Further, when the ignition timing is retarded, the thermal load on the piston 83, the cylinder block 81, etc. (see FIG. 3) is reduced.

  Here, based on FIG. 8, the relationship between the retard of the ignition timing and the reduction of the thermal load of the piston 83 and the like will be described. FIG. 8 is a schematic diagram showing the relationship between the retard of the ignition timing and the reduction of the thermal load such as the piston according to the second embodiment of the present invention.

8, the horizontal axis represents the position of the piston 83, and the vertical axis represents the pressure in the combustion chamber 84 (see FIG. 3). As the piston 83 moves from the bottom dead center (BDC) through the top dead center (TDC) to the BDC again, the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke are established. .

  Here, the change in pressure (solid line) in the case of normal ignition timing will be described. First, as the combustion air sucked into the combustion chamber 84 from the intake pipe 71 in the intake stroke is compressed in the compression stroke, the pressure in the combustion chamber 84 increases. After the fuel is injected by the injector 87 (see FIG. 3), the air-fuel mixture is ignited by the spark plug 88.

  Since the ignited air-fuel mixture starts to combust, the pressure in the combustion chamber 84 rapidly increases. And as piston 83 (refer to Drawing 3) descends towards BDC, the pressure in combustion chamber 84 will fall.

  Next, the pressure change (broken line) in the case of the retarded ignition timing will be described. In this case, the air-fuel mixture is ignited at a timing later than the normal ignition timing. For this reason, the transition of the piston 83 to the BDC causes the pressure to begin to drop before the pressure is completely increased. Therefore, the maximum pressure in the combustion chamber 84 becomes smaller by ΔP than in the normal ignition timing.

  Therefore, in the case of the retarded ignition timing, the maximum pressure in the combustion chamber 84 becomes smaller by ΔP than in the case of the normal ignition timing. Therefore, if the volume is constant according to Boyle-Charles' law, the temperature is also lowered by the amount that the maximum pressure is reduced by ΔP, so that the thermal load on the piston 83 and the cylinder block 81 is reduced.

  As described above, when the fuel is a low-octane fuel, the heat load on the piston 83 and the like (see FIG. 3) is reduced, so that it is not necessary to perform cooling by injecting oil from the oil injection pipe 89. Accordingly, since the oil pressure supplied to the oil injection pipe 89 by the oil supply device 50 (see FIG. 2) may be low, the low pressure of the oil supply device 50 is lower in the case of the low octane fuel than in the case of the standard fuel. The supply area can be expanded.

  Therefore, when the fuel is a low octane fuel, the ECU 100 can expand the low pressure supply region, and in the low pressure supply region, the oil supply device 50 can supply oil in a low pressure supply state. As a result, in each of the case where the fuel is a low-octane fuel and the standard fuel, the oil pump 53 is supplied with oil in a high-pressure supply state, and the load on the oil pump 53 is increased. An increase can be prevented and fuel consumption can be prevented from deteriorating.

  Next, a characteristic configuration of the vehicle control apparatus according to the second embodiment of the present invention will be described.

  The octane number sensor 95 detects the octane number Vo of the fuel supplied to the engine 11. Specifically, the octane number sensor 95 is provided in the fuel tank 61, detects the octane number Vo of the fuel stored in the fuel tank 61, and outputs a detection signal representing the octane number Vo to the ECU 100. . The octane number sensor 95 may be provided in the fuel supply pipe 65 and may detect the octane number Vo of the fuel flowing through the fuel supply pipe 65. That is, the octane number sensor 95 constitutes an octane number detection means in the present invention.

  The octane number low pressure supply map 160 represents the low pressure supply range corresponding to the low pressure supply state of the oil supply device 50 with respect to the engine speed Ne and the load L according to the octane number Vo. Specifically, the octane number low-pressure supply map 160 is stored in the EEPROM 100b of the ECU 100, and in the orthogonal plane with the engine speed Ne and the load L as coordinate axes, the low octane number fuel and the standard fuel By setting the low-pressure supply range based on the engine speed Ne and the load L for each, the low-pressure supply range of the oil supply device 50 is represented as a polygon formed on the orthogonal plane.

  Further, the octane number low-pressure supply map 160 shows that the low-pressure supply range of the oil supply device 50 with respect to the engine speed Ne and the load L is greater when the fuel is a low-octane fuel than when the fuel is not a low-octane fuel. Enlarged representation. The octane number low-pressure supply map 160 may set the low-pressure supply range of the oil supply device 50 according to the octane number Vo of the fuel when the fuel is a low-octane fuel. That is, the octane number low pressure supply map 160 constitutes an octane number low pressure supply map in the present invention.

  The ECU 100 determines whether or not the engine speed Ne detected by the crank sensor 91 and the load L detected by the torque sensor 96 are within a low pressure supply range corresponding to the octane number Vo detected by the octane number sensor 95. The determination is made based on the supply map 160. Specifically, the ECU 100 determines that both the engine speed Ne detected by the crank sensor 91 and the load L detected by the torque sensor 96 enter the low pressure supply range of the oil supply device 50 represented by the octane number low pressure supply map 160. It is determined whether or not. That is, the ECU 100 constitutes an octane number low-pressure supply determination unit in the present invention.

  When the ECU 100 determines that the engine speed Ne detected by the crank sensor 91 and the load L detected by the torque sensor 96 are in the low pressure supply range according to the octane number Vo detected by the octane number sensor 95, Oil is supplied to the oil supply device 50 in a low pressure supply state. Specifically, the ECU 100 determines that both the engine speed Ne detected by the crank sensor 91 and the load L detected by the torque sensor 96 enter the low pressure supply range of the oil supply device 50 represented by the octane number low pressure supply map 160. If it is determined that the oil pressure is in the low pressure supply state, the oil supply device 50 is supplied with oil by controlling the pressure control valve 57 to be electrically open.

  In addition, when the ECU 100 determines that the coolant temperature Tc detected by the coolant temperature sensor 92 is equal to or less than a predetermined value, the ECU 100 causes the oil supply device 50 to supply oil in a high-pressure supply state. ing. Specifically, when it is determined that the cooling water temperature Tc detected by the cooling water temperature sensor 92 is equal to or lower than a predetermined temperature Tc1, the pressure control valve 57 is controlled to be electrically closed. Thus, the oil is supplied to the oil supply device 50 in a high pressure supply state. That is, the ECU 100 constitutes an oil supply control means in the present invention.

  Next, the operation will be described.

  FIG. 9 is a flowchart showing a vehicle control process according to the second embodiment of the present invention. The flowchart shown in FIG. 9 represents the execution contents of the vehicle control processing program executed by the CPU of the ECU 100 using the RAM 100a as a work area. The vehicle control processing program is stored in the EEPROM 100b of the ECU 100. The vehicle control process is executed by the CPU of the ECU 100 at predetermined time intervals.

  As shown in FIG. 9, first, the CPU of the ECU 100 detects the coolant temperature as in the first embodiment (step S31), and the detected coolant temperature Tc is equal to or higher than a predetermined temperature Tc1. It is determined whether or not (step S32). When the CPU of the ECU 100 determines that the cooling water temperature Tc is lower than Tc1 (No in step S32), the CPU supplies the oil supply device 50 with oil in a high pressure supply state (step S43).

  On the other hand, when it is determined that the coolant temperature Tc is equal to or higher than Tc1 (Yes in step S32), the CPU of the ECU 100 detects the octane number Vo of the fuel (step S33). Specifically, the CPU of the ECU 100 detects the octane number Vo of the fuel stored in the fuel tank 61 based on the detection signal input from the octane number sensor 95 (see FIG. 1).

  Next, the CPU of the ECU 100 determines whether or not the detected octane number Vo is equal to or less than a predetermined octane number Vo1 (step S34).

  When the CPU of the ECU 100 determines that the octane number Vo is equal to or less than Vo1 (Yes in step S34), the CPU determines that the fuel stored in the fuel tank 61 (see FIG. 1) is a low octane fuel. The engine speed Ne is detected in the same manner as in the first embodiment (step S35). In addition, the low octane number fuel in this Embodiment means the fuel whose octane number Vo is Vo1 or less.

  Further, after detecting the engine speed Ne (step S35), the CPU of the ECU 100 detects the load L of the engine 11 as in the first embodiment (step S36).

  Next, the CPU of the ECU 100 determines whether or not the detected engine speed Ne and load L are in the low-pressure supply region for low-octane fuel based on the octane-low pressure supply map 160 (see FIG. 7) ( Step S37). When the CPU of the ECU 100 determines that the detected engine speed Ne and load L are not in the low pressure supply region for the low octane fuel (No in step S37), the oil supply device 50 (see FIG. 2) has a high pressure. Oil is supplied in the supply state (step S43), and this process is terminated.

  On the other hand, if the CPU of the ECU 100 determines that the detected engine speed Ne and load L are in the low pressure supply region for the low octane fuel (Yes in step S37), the oil supply device 50 is in a low pressure supply state. Oil is supplied (step S38), and this process is terminated.

  Further, when the CPU of the ECU 100 determines that the octane number Vo is larger than Vo1 (No in step S34), it determines that the fuel stored in the fuel tank 61 is the standard fuel, and the engine speed Ne is detected (step S39). Further, the CPU of the ECU 100 detects the load L (step S40). In addition, the standard fuel in this Embodiment means the fuel whose octane number Vo is larger than Vo1.

  Next, the CPU of the ECU 100 determines whether or not the detected engine speed Ne and load L are in the low pressure supply region for standard fuel based on the octane number low pressure supply map 160 (step S41). When the CPU of the ECU 100 determines that the detected engine speed Ne and load L are not in the low pressure supply region for standard fuel (No in step S41), the oil is supplied to the oil supply device 50 in a high pressure supply state. (Step S43), and this process is terminated.

  On the other hand, if the CPU of the ECU 100 determines that the detected engine speed Ne and load L are in the low pressure supply region for standard fuel (Yes in step S41), the oil is supplied to the oil supply device 50 in the low pressure supply state. Is supplied (step S42), and this process is terminated.

  Next, operational effects will be described.

  First, the relationship between the engine speed Ne and the oil pressure P applied to the oil injection pipe 89 will be described with reference to FIG. FIG. 10 is a graph showing the relationship between the engine speed and the hydraulic pressure according to the second embodiment of the present invention.

  As shown in FIG. 10, when the pressure control valve 57 of the oil supply device 50 (see FIG. 2) is not electrically switched and has only a function as a relief valve, it is shown by a one-dot chain line in FIG. Thus, the oil pressure applied to the oil injection pipe 89 (see FIG. 3) increases in proportion to the engine speed Ne.

  On the other hand, when the pressure control valve 57 is electrically switched by the ECU 100 as in the present embodiment, the hydraulic pressure P changes as shown in FIG.

  First, the hydraulic pressure P increases in proportion to the engine speed Ne. However, when the hydraulic pressure P reaches a hydraulic pressure Po set in advance smaller than the hydraulic pressure Pj, the ECU 100 electrically opens the pressure control valve 57 (see FIG. 2). Can be switched to. As a result, even if the engine speed Ne increases, a part of the oil discharged from the oil pump 53 returns to the oil recirculation unit 56, so that the oil pressure P is maintained at the oil pressure Po.

  Further, when the engine speed Ne further increases and the low-octane fuel is the low-octane fuel (two-dot chain line) and the standard fuel (solid line), the engine speed Ne or the load L is the low pressure supply shown in FIG. When leaving the region, the ECU 100 causes the pressure control valve 57 to be electrically closed. As a result, the oil supply device 50 enters a high pressure supply state, and thereafter, as the engine speed Ne increases, the oil pressure P changes as in the high pressure supply state indicated by the one-dot chain line in FIG.

  In the present embodiment, when the fuel is a low octane fuel, the control is performed using one octane low pressure supply map 160 (see FIG. 7) stored in advance in the EEPROM 100b. Control may be performed by changing the low-pressure supply region in accordance with Vo. In this case, a plurality of low-pressure supply maps corresponding to the octane number Vo may be stored in the EEPROM 100b in advance, or a calculation formula for calculating the low-pressure supply region using the octane number Vo as a parameter is stored in the EEPROM 100b. Also good.

  As described above, in the vehicle control apparatus according to the present embodiment, both the engine speed Ne and the load L are the octane number low-pressure supply map when the fuel is a low-octane fuel and the standard fuel. When the pressure is in the low pressure supply range at 160, the oil can be supplied to the oil supply device 50 in a low pressure supply state. As a result, the low pressure supply range can be made different depending on whether the fuel is a low-octane fuel or a gasoline fuel. Therefore, in a normal gasoline vehicle, the low-pressure supply range according to the octane number of the fuel in use Can be set. Therefore, the load on the engine 11 can be reduced by reducing the load on the oil pump 53 in accordance with the octane number Vo and the operating state, thereby preventing deterioration of fuel consumption.

  Further, the vehicle control device according to the present embodiment opens the check valve of the oil injection pipe 89 because the oil is supplied at a low pressure when the engine speed Ne and the load L are within the low pressure supply range. Therefore, it is not possible to inject oil onto the piston 83 by the oil injection pipe 89. Thereby, since the heat load of the piston 83 is small, the oil whose temperature is low and the viscosity is high can prevent the deterioration of fuel consumption due to the sliding resistance of the piston 83.

  Further, in the vehicle control apparatus according to the present embodiment, when the fuel is a low-octane fuel that is expected to reduce the thermal load of the lubrication part, it is in a wide range with respect to the engine speed Ne and the load L. Oil can be supplied to the oil supply device 50 in a low pressure supply state. Therefore, in a normal gasoline vehicle, when the fuel is a low-octane fuel, the load on the oil pump 53 is reduced in a wider range than when the fuel is a standard fuel, thereby effectively depending on the octane number Vo of the fuel. It is possible to reduce the load on the engine 11 and prevent deterioration of fuel consumption.

  Furthermore, the vehicle control apparatus according to the present embodiment can cause oil supply apparatus 50 to supply oil in a high-pressure supply state when cooling water temperature Tc is equal to or lower than a predetermined temperature Tc1. For this reason, in a normal gasoline vehicle, when control is performed to switch the oil pressure according to the octane number Vo and the driving state, the oil is not supplied even if the temperature is low, the oil viscosity is high, and the viscosity resistance is increased. Since the oil can be supplied to the lubrication part at a high pressure, the oil pumpability can be improved at low temperatures, and the lubricity of the lubrication part such as the piston 83 can be ensured even at low temperatures.

  In addition, in the said 1st Embodiment and 2nd Embodiment, although demonstrated as what has 100 ECU100, it is not restricted to this, You may be comprised by several ECU. For example, the ECU 100 of the present embodiment may be configured by a plurality of ECUs such as an E-ECU that controls the engine 11 and a T-ECU that controls the A / T 20. In this case, each ECU inputs and outputs necessary information mutually.

  As described above, the vehicle control device according to the present invention can supply oil at a hydraulic pressure suitable for the fuel type, and can prevent deterioration of fuel consumption. It is useful as a control device for a vehicle that supplies oil.

10 Vehicle 11 Engine 15 Crankshaft 20 Automatic transmission (A / T)
30 Hydraulic control device 40 Differential mechanism 45L, 45R Drive wheel 50 Oil supply device (oil supply means)
53 Oil pump 56 Oil recirculation part 57 Pressure control valve 60 Fuel supply device 81 Cylinder block 81w Water jacket 83 Piston 89 Oil injection pipe 91 Crank sensor (rotation speed detection means)
92 Cooling water temperature sensor (cooling water temperature detection means)
94 Alcohol concentration sensor (alcohol concentration detection means)
95 Octane number sensor (octane number detection means)
96 Torque sensor (load detection means)
100 ECU (alcohol concentration low pressure supply determination means, cooling water temperature determination means, octane number low pressure supply determination means, oil supply control means)
100a RAM
100b EEPROM
150 Alcohol concentration low pressure supply map (Alcohol concentration low pressure supply map)
160 Octane Low Pressure Supply Map (Octane Low Pressure Supply Map)

Claims (8)

In a control device for a vehicle that supplies oil to an internal combustion engine that can use fuels having different compositions,
Oil that supplies oil in at least one of two supply states: a low-pressure supply state that supplies oil at a low pressure to the lubrication part of the internal combustion engine and a high-pressure supply state that supplies oil at a high pressure Supply means;
Alcohol concentration detection means for detecting the alcohol concentration of the fuel supplied to the internal combustion engine;
A rotational speed detection means for detecting the rotational speed of the output shaft of the internal combustion engine;
Load detecting means for detecting a load of the internal combustion engine;
The low-pressure supply range corresponding to the low-pressure supply state of the oil supply means has information on an alcohol concentration low-pressure supply map representing the rotation speed and the load according to the alcohol concentration;
Whether the rotation speed detected by the rotation speed detection means and the load detected by the load detection means are within a low pressure supply range according to the alcohol concentration detected by the alcohol concentration detection means, Alcohol concentration low-pressure supply determining means for determining based on the low-pressure supply map;
When the rotation speed detected by the rotation speed detection means and the load detected by the load detection means are within a low pressure supply range corresponding to the alcohol concentration detected by the alcohol concentration detection means, the alcohol concentration low pressure supply determination means An oil supply control means for supplying oil in the low pressure supply state to the oil supply means.   The alcohol concentration low-pressure supply map represents that the low-pressure supply range is expanded with respect to the rotation speed and the load when the fuel is alcohol fuel than when the fuel is not alcohol fuel. The vehicle control device according to claim 1, characterized in that: Cooling water temperature detecting means for detecting the temperature of cooling water for cooling the combustion chamber constituent members constituting the combustion chamber of the internal combustion engine;
Cooling water temperature determining means for determining whether or not the detected temperature of the cooling water is equal to or lower than a predetermined value,
When the cooling water temperature determining means determines that the detected cooling water temperature is equal to or lower than a predetermined value, the oil supply control means supplies oil to the oil supply means in the high pressure supply state. The vehicle control device according to claim 1, wherein the vehicle control device is supplied. Oil supply for supplying oil in at least one of two supply states: a low pressure supply state for supplying oil at a low pressure to a lubricating part of an internal combustion engine and a high pressure supply state for supplying oil at a high pressure Means,
Octane number detection means for detecting the octane number of the fuel supplied to the internal combustion engine;
A rotational speed detection means for detecting the rotational speed of the output shaft of the internal combustion engine;
Load detecting means for detecting a load of the internal combustion engine;
Having information on an octane number low pressure supply map representing a low pressure supply range corresponding to the low pressure supply state of the oil supply means with respect to the rotation speed and the load according to the alcohol concentration;
Whether or not the rotation speed detected by the rotation speed detection means and the load detected by the load detection means are in a low pressure supply range corresponding to the octane number detected by the octane number detection means is determined by the octane number low pressure supply. Octane number low-pressure supply determination means for determining based on the map;
It is determined by the octane number low pressure supply determining means that the rotation speed detected by the rotation number detecting means and the load detected by the load detecting means are in a low pressure supply range corresponding to the octane number detected by the octane number detecting means. And an oil supply control means for supplying the oil supply means with the oil in the low-pressure supply state.   When the fuel is a low-octane fuel, the octane-number low-pressure supply map represents the low-pressure supply range with respect to the rotation speed and the load more than when the fuel is not a low-octane fuel. The vehicle control device according to claim 4. Cooling water temperature detecting means for detecting the temperature of cooling water for cooling the combustion chamber constituent members constituting the combustion chamber of the internal combustion engine;
Cooling water temperature determining means for determining whether or not the detected temperature of the cooling water is equal to or lower than a predetermined value,
When the cooling water temperature determining means determines that the detected cooling water temperature is equal to or lower than a predetermined value, the oil supply control means supplies oil to the oil supply means in the high pressure supply state. The vehicle control device according to claim 4, wherein the vehicle control device is supplied. In a control device for a vehicle that supplies oil to an internal combustion engine that can use fuels having different compositions,
Oil that supplies oil in at least one of two supply states: a low-pressure supply state that supplies oil at a low pressure to the lubrication part of the internal combustion engine and a high-pressure supply state that supplies oil at a high pressure Supply means;
Alcohol concentration detecting means for detecting the alcohol concentration of the fuel supplied to the internal combustion engine,
A vehicle control device that supplies oil at a lower pressure when the alcohol concentration of the fuel is higher than when the alcohol concentration of the fuel is low. The internal combustion engine includes a cylinder block, a cylinder head fixed to an upper portion of the cylinder block, and a piston accommodated in a space formed by the cylinder block and the cylinder head so as to reciprocate. And
The oil supply means includes an oil jet pipe that opens into an internal space of the cylinder block below the piston, and the oil jet pipe supplies oil to the internal space of the cylinder block. The vehicle control device according to any one of claims 1 to 7.

Images